Ejector for vacuum-brakes



(11011/101161.) 3 sheets-s118911.

` P. W. EAMES.`

Ejeotor for Vacuum Brakes.

Noi 241,635. Patented Mayu, 1881.

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(No Model.) y s sheets-sheen 2'.

F. W. EAMES. Ejeotor for Vacuum Brakes.

No. 241,635. :wanted May 11,1881.

a? MM@ (N0 Model.) 3 Sheets-Sheet 3.

`P. WQ EAMES,` Ejeotor for Vacuum Brakes. Y No. '241,635. l Patented May 17, 188|.

Invenol;

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l UNITED STATES v PATENT OFFICE.

FREDERICK W. EAMES, OF WATERTOWN, NEW YORK.

EJECTOR FOR VACUUIVl-BRAKES.

SPECIFICATION forming part of Letters'latent No. 241,635, dated May 17, 1881.

i `Application filed March 24,1881. (No model.)

To all whom it may concern Be it known that I, FREDERICK W. EAMES, a citizen of the United States, of Watertown, in the county of Jefferson and State of New York, have invented certain new and useful Improvementsin Ejectors for Vacuum-Brakes; and I do hereby declare the following to be a full, clear, and exact description ot' the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanyn g drawings, and to letters of reference marked thereon, which form a part of this specification. 1 My present invention relates to airejectors for vacuum-brakes.4 v

Heretofore the employment of air-ejectors for exhausting a double line of brake-pipes has been attended by serious difculties. Whether automatic in their action or not, it was necessary, in order to properly operate them, that they be provided withseveral valves and valve-v handles, besides other contrvances dependent for their action upon the attendant engineer, and the risk of his not properly adjusting them was considerable. i

To remedy these defects are the objects of my present invention; and it consists in the following construction and arrangement, whereby a duplex line of brake-pipes and their neces,

, sary connections with the operative chambers and reservoirs may be held under perfect. com; trol bya sin glevalve operated bythe ngineera Figure 1 represents a central vertical longi` tudinal section of a device embodying my invention. Fig.2 represents a central longitudinal vertical section of the same, taken in a line transverse to the line of section in Fig. 1.` Fig. 3 represents a side elevation of my improved device. Figs. 4, 5, 6, 7, and 8 represent the controlling-valve in its five different operative positions, they being respectively top -plan views of the same. v

l To enable others skilled in the art to make and use the same, I will proceed to describe it in detail, here premising that I wish it understood that I do not confine myself to the exact proportions or arrangement of the apparatus,

v as they obviously may bevaried and yet be the same'in principle; or one or more parts of the device might have substituted `fo'r-ita' mere equivalent.

i valve-box therethrough.

will gravitate downward into and pass off through the steam and air casing U, thereby preventing water from entering the brakepipes and their connections, to their consequent injury.

The inner end of the ejector-nozzle Aterminates in a valve-box, D, and forms a spindle, on which a flat-faced slide-valve, E, is mounted loosely, so as to turn freely thereon. Said inner end of nozZleAis closed; butlateral openings a open upa communication with chamber F belovT valve Gr, which valve normallycloses a passage leading to valve E and its boX, as hereinafter set forth. The bottom ot' valve-box D is provided for the reception of vacuumbrake pipes H and I, (see Fig. 2 g) and itis one of the purposes of valve E to bring these pipes alternately into communication with ejectornozzle A.

Standing out from the periphery of the valve E is a handle, c, which projects through the valve-box D, and suitable means are provided' for preventing the admission of airiinto the The handlee is also provided with a spring-stop, c', which mayen-` ter notched recesses d in a projectinglip formed on the valve-box. This stop e has only alimited bearing movement, and may be moved in either direction against its friction to the full limit of the throw of the valve E. In the valve-box D is an opening, J, cored out through said box, preferably from side to` side, to the outer air. Its inner end forms port K for the admission of air to the apparatus, which port is cut off by valve E from connection with the vacuum-pipes when they are required to be sealed. The center of the main ejector A is always in communication by pas-l` sages a with the `valve-box D, (valve G, opening downward, merely serving as a check-,valve to prevent the back-pressure and the d.estruc tion of any vacuum which may be ldesired to,

be held.)

IOO

The annular steam-jet ofthe ejector receives pipe II is securedv by the constantly blowing steam from a pipe, L, leading from the boiler into a passage, M, cored outthrough the valvebox.

N and O are openings made in valve E, of the configuration shown in the top-plan views of the valve. They serve to bring either of the vacuum-pipes H or I into communication with port K, leading to the outer atmosphere, and also to bring either of said pipes H or I in connection with port P, leading to the main ejector, as before stated.

Leading from port O of valve E is a short segment-shaped channel, b, cut in the upper face of the valve, and of the depth shown in crosssection, Fig. 2. The length and arrangement of channel b arc shown byFigs. 4, 5, 6, 7, and S. Beyond channel b, and within the same radius, is another channel, c, illustrated in the same iignres, and at its end farthest from port and nearest port N is formed a small port, c',

Y cut vertically through valveE.

Leading from port O, also, is another channel, f, cut in the line of a differentradiusfrom channels b and c, but whose other end,f", is curved, so as to end within the samera-dius as said channels b and c. In the line of these three channels is a small port, g, cut through the valve-box cover, the position of which is indicated by dotted lines in each of the topplan views of valve E. This'port g connects with tube g', which communicates with the airboX R of a pneumatic lever, Q. This lever Q is operated through its connection with diaphragm S, the other end of which is attached to the spindle of the steam-supply valve T in such a manner as to insure of the valve T remaining shut while a vacuum is maintained in air box or chamber R, and to admit of its opening when air is admitted to chamber It.

The small ejector B is constantly blowing, and its air-nozzle is in direct connection with pipeH bymeans of connecting-tube h, and said ejector receivesfits steam from pipe Lthrough pipe i, independently ot' any action of valve T, and it discharges steam and air into the mainejector casin g C below or beyond the annular jet thereof.

PipeH ends in the apparatus by port U, and vacuum-pipe I by port AW.

The operation of my invention is as follows: It will be understood, in connection with the description of the operation of myinvcntion, that in the continuous brake-pipe H a vacuum is constantly maintained and held, excepting in cases of emergency, wherea more effective and instantaneous applicationl of the brakes is required than. is necessary for theordinary stoppage of trains, in which case the vacuum is destroyed in pipe H, which acts throngh'automatic valvular apparatusunder each car `of the train, opens up communication withtheir respective operating-chambers of reserve vacnum-reservoirs, and the brakes are instantly set in action with great Ip'ower, as beforeset forth. This constantly-maintained vacuum in small `ejector B in direct connection therewith. In ordinary usage, however,the brakes are applied by creating a vacuum inA pipe I.

In the normal position ofthe apparatus the position of controlling-valve D is that shown by Fig. 4, and the brakes are off. In this position the handle e ofthe valve D lies in the direction of the dotted radial line in the figure, and the spring e would be in notch d. Small port c of steam-channel c bein g directly over port U of pipe H, Which, it Will be remembered, is kept constantly exhausted by ejector B, and said port c also being in conjunction with port g, which connects with air-chamber R through pipe g', it is evident that a vacuum will be produced in said chamber It. This will have the effect of raisingdiaphragm S and operatin g lever Q, thereby forcing the steam-supply valve T onto its seat and shutting oit' the steam, and no action of the ejector will take .p lacvewVV 4-Aptfthe same time port W has been uncovered'by air-passage O of the valve E, and connection is made therewith with the open air through port K and passage J.

When,however, it is desired to applyfthe brakes in ordinary cases, the valve is shifted to the position shown in Fig. 5, the valvelever e lying in the direction of the dotted radial line which passes through notch d". In this position channels @and c have passed beyond port g,and channel b, communicating with passage O and the outer air, now registers with said port g. Air through said channel and port now enters chamber R, thrusting out the diaphragm S, and through lever Q opens the steam-valve T. At the same rtime valve-passage N has brought port W of pipe I and port P of ejector A into communication, and the valve T being opened, as above, the rapid exhaustion of pipe I will ensue, the valve G opening by the exhaustion behind it against the pressurerof its closing-spring. The exhaustion in pipe'I sets the brakes, and when it is vdesired -to hold the brakes set the valve Eis shifted vto the position shown in. Fig. 6, the valve-lever being in notch d. In this case the channel b is moved to the right out of register with portg, and an end of channel c, which has port c', is brought in conjunction with'port g', whereby chamber R is again exhausted and the steam-valve T held shut. Ejector Avwill then have no further action, but the vacuum in pipe-I ywill still be held, as it has no outlet except when the brakes are released, (Fig. 4.) In cases of emergency, as an approaching danger, Where a more instantaneous and effective application of the brakes than is necessary in ordinary usage is desired, the valvelever is shifted to the right to the'limit of its throw, whichy is the position shown by the dotted radial-line, Fig. 7. This movement brings port U of pipe H into connection with port K, leading to the outer air, thereby destroying the vacuum therein. This destruction of thefvacuumwill have the effect of opening up reserve IOO IOS

IIO

vacuum-reservoirs underthe several cars of the trainI with the operating-chambers by automatic valvular apparatus. Port -g also communicates with the outer air, which will have the' effect of raising valve T, as before eX- plained, and the ejector A will be set in action. to exhaust pipe l at the same time, thereby adding to the effective power and completeness of the vacuum. In order to take the brakes oft' when applied in this way, and also to reenforce the action of the small ejector B, and thereby exhaust thereservoirs rapidly, (after the crisis has passed.) the valve E is thrown tof the left-hand limit of its movement. By

` this movement the endf of channelfis made to register with port g, and as this channel opens into valve-passage 0, and thence to the outer air, it is evident the steam-valve T will still be open. Valve-passageN has also brought port U ot' pipe H and port I? of ejector A into connection, when it is obvious both ejectors A and B will exhaust pipe H, and which will be eiected very rapidly. Pipe I at the same time is in communication with the outer air. Thus it will be seen the apparatus is again ready .for action in setting the brakes.

I may tind it convenient to t onto the valveboX a free reed, which will serve to indicate to the engineer when exhaustion is taking place in the pipe I through leakage of the steamvalve, or when air has been withdrawn from such pipe by the train-men in order to apply the brakes. This reed will also allow ot' the admission of air into pipe I and destroy all tendency ofthe brakes to creep into action.

I am aware that ejectors have been constructed having communication with a double line of brake-pipes controlled by a single valvelever; but in such apparatus it was necessary to provide an independent valve and lever operated by hand for the admission ot' steam to the ejector for the purpose of exhausting it when desired.

Having described my invention, whatI claim l. An air-ejector apparatus provided with an automatic steam-valve, and having connection with a double line of brake-pipes, and controlled by a single valve and its lever, substantially as and for the purpose set forth.

2. An air-ejector apparatus provided with an automatic steam-valve, and having connection with a duplex line of brake-pipes, in one line of which a vacuum is automatically maintained and controlled by a single valve and its lever, substantially as and for the purpose set forth.

3. An automatically operating brake apparatus provided with an automatic steamvalve, and an air-ejector having connection with a duplex'line of brake-pipes and controlled b ya single valve and its lever, substantially as and for the purpose set forth.

4. An air-ejector having connection with a duplex line of brake-pipes controlled by a single valve and its lever, and the ports so constructed and arranged as to adapt it to exhaust either one or both lines of pipes at the same time, substantially as and forthe purpose set forth.

5. An air-ejector apparatus having connection with a duplex line of brake-pipes and operated by a single valve and valve-lever, and the ports so constructed and arranged as to adaptit to continuously maintain a vacuum in one line of pipe as a reserve power, and to create a vacuum in the other line of pipeWhen it is ordinarily desired to apply the brakes.

6. An air-ejector apparatus provided with an automatic steam-valve, and having-connection with a double line of brake-pi pes, consisting ot' two ejectors controlled by a single valve and valve-lever, as set fort-h.

7 An air-ejector apparatus having connection with a double lille of brake-pipes, consisting of two ejectors ot' diierent comparative sizes and capacities, controlled by a single valve and its lever, substantially as specified.

8. An air-ejector apparatus controlled by a has connection under certain conditions with i one or both lines of pipe.

10. Au air-ejector controlled by a single valve operated by hand or otherwise, and provided with an automatically-operating steamsupply valve, and having connection with a dupleX line of brake-pipes, in one line of which a vacuum is automatically maintained, as specified. 11. An air-ejector controlled by a single valve operated by hand or otherwise, having connection with a double line of brake-pipes, and provided with an automatically-operating steam-supply valve, whereby a vacuum is automatically and continuouslymaintained in one line of pipe as a reserve power, and a vacuum created in the other line of pipe when it is ordinaril y desired to apply the brakes.

12. An air-ejector apparatus consisting of IZO two ejectors controlled by a single valve perthe automatic action ofthe steam-supply valve, in the manner set forth.

15. The controlling-valve of au air-ejector, so constructed and arranged as to provide for the automatic action of the steam-supplyvalve, and having ports for establishing communication from either ot' the brake-pipes with the ejector or with the outer air, in the manner set forth.

16. The valve D, having ports N and 0, in combination with ports K, U, W, and P, ar-

ranged in the manner and for the purpose set y forth.

17. The valve D, having ports N and O and channels b, c c', aud f, adapted to register with port g, for the purpose described, in combination With ports K, U, W, and P, all arranged in the manner set forth.

FREDERICK W. EAMES.

Vitnesses:

F. W. SPICER, CHAs. D. BINGH'AM. 

